Fuel conditioner for internalcombustion engines



Jan. 25, 1955 l J. A. AcosTA 2,700,597

FUEL CONDITIONER FOR INTERNAL-COMBUSTION ENGINES Filed April 27, 1954 2 Sheets-Sheet l IN VEN TOR.

.4 7 Tore/vars Jan. 25, 1955 J. A. ACOSTA 2,700,597

FUEL CONDITIONER FOR INTERNAL-COMBUSTION ENGINES Filed 'April 27, 1954 v 2 Sheets-Sheet 2 INVENTOR.

FUEL CONDITIONER FOR INTERNAL- COMBUSTION ENGINES Jorge A. Acosta, Vero Beach, Fla. Application April 27, 1954, Serial No. 425,795 z Claims. (Cl. 48-180) This invention relates to internal combustion engines, and more particularly to an improved fuel conditioning device particularly adapted for use between the carburetor and intake manifold of an internal combustion engine.

The main object of the invention is to provide a novel and improved fuel conditioning device for an internal combustion engine, said device being simple in construction, being easy to install, and functioning to preheat and thoroughly mix the fuel vapor and air between the carburetor and intake manifold of an internal combustion engine, whereby improved engine performance, economy and more complete combustion of the fuel are obtained.

A further object of the invention is to provide an improved fuel conditioning device arranged to be installed between the carburetor and intake manifold of the internal combustion engine of a motor vehicle, said fuel conditioning device being provided with means for preheating the fuel mixture, for thoroughly mixing the fuel vapor and air, for accelerating the mixture, and for automatically increasing the proportion of air in the mixture when the internal combustion engine is operated at high speeds.

Further objects and advantages of the invention w1ll become apparent from the following description and claims, and fromthe accompanying drawings, wherein:

Figure `1 is a fragmentary side elevational view showing the lower portion of the carburetor of an internal combuston engine and the upper portion of the intake manifold of the engine, an improved fuel conditioning device being installed in accordance with the present invention and being arranged to condition the fuel mixture between the carburetor and the intake manifold.

Figure 2 is an enlarged horizontal cross sectional view taken on the line 2 2 of Figure l.

Figure 3 is a cross sectional view taken on the line 3 3 of Figure 2.

Figure 4 is a cross sectional view taken on the line 4 4 of Figure 2.

Figure 5 is an enlarged horizontal plan detail view of the adapter member employed between the carburetor and intake man' 01d in Figure 1 to connect the housing member of the fuel conditioning device into the fuel system of the engine.

Figure 6 is a 6 6 of Figure 5.

Figure 7 is a 7 7 of Figure 5.

Figure 8 is an enlarged cross sectional detail view taken on the line 8 8 of Figure 2 with the rotor member of the fuel conditioning device in its normal position.

Figure 9 is a cross sectional view taken on the line 9 9 of Figure 8.

Figure 10`is a cross sectional detail view similar to Figure 8 but showing the rotor of the fuel conditioning device in a position wherein the engine is operating at a relatively high speed, and wherein additional air is furnished to the fuel mixture by the fuel conditioning device.

Referring to the drawings, the fuel conditioning device is designated generally at 11 and comprises an adapter member 12 to which is secured the main housing 13' of the fuel conditioning device. The adapter 12 comprises a main body 13 which is formed with parallel top and bottom surfaces and which is arranged to be disposed between the outlet portion 14 of the carburetor 15 and the inlet portion 16 of the intake manifold 17 of the internal combustion engine, as is shown in Figure 1. The body 13 is formed with a first chamber 18 arranged to cross sectional view taken on the line cross sectional view taken on the line communicate `with the carburetor outlet member 14 and with a second chamber 19 arranged to communicate with the top portion 16 of intake manifold 17. The adapter 12 is provided with the vertical, bolt-receiving openings 20, 20 through which the fastening bolts 21, 21 extend, said fastening bolts being employed to fasten the connection flange 22 of the carburetor outlet conduit 14 to the body 13 and the connection flange manifold to the bottom surface of said body 13. It will be understood that the flanges 22 and 23 are normally connected together, connecting the carburetor to the intake manifold 17. However, the body 13 is adapted to be inserted between the flanges 22 and 23, whereby the adapter body 13 may be secured between said ilanges without requiring any further modification of the carburetor or intake manifold 17 The adapter member 12 is formed with the conduit portion 24 having the connection'ange 25 at its end.

The main housing 13 comprises a pair of mating housing segments 26 and 27 which are formed with marginal flanges 28 and 29 adapted to be connected together by clamping bolts 30. As shown in Figure 2, a suitable gasket 31 is interposed between the mating surfaces of the housing segments 26 and 27. At one side of the housing, the segments 26 and 27 are formed with the respective aligned boss portions 32 and 33 in which are mounted the studs 34, 35 adapted to be engaged through apertures in the flange 25. As above mentioned, the flange 25 is provided at the end of the conduit portion 24 of the adapter member, and is fastened to the boss elements 32, 33 of the main housing by means of suitable nuts 36 engaged on the studs 34 and 35.

The housing segment 26 is formed with a passage 37 which is in communication with the passage 18 of the adapter member at one end and which is in communicainlet portion 38 of a venturi member 39 formed in the housing segment 27, said venturi member'l mterior chamber 40 which communicates with an outlet passage 41 in segment 27 which communicates with the passage 19 in the adapter 12. As shown in Figure 2, the housing segment 26 is provided with the substantially hemispherical baffle element 42 between the inlet passage 37 and the entrance 38 to the venturi member 39, whereby the fuel and air mixture is 39 leading to an compelled to travel adjacent to the upper wall 44 of the passage 37, as viewed in Figure 2, said upper wall being of substantial area and being the inner wall of a heating jacket 45 provided in segment 26. The heating jacket 45 is in communication with a heating jacket 47 formed in the lower housing segment 27, as viewed in Figure 2, the heating jacket 47 surrounding the venturi member 39. The housing segment 27 is provided with an inlet boss 50 which is connected by a suitable conduit 49 to the exhaust manifold of the engine, and` the housing segment 26 is provided with an outlet boss 48 which is connected by a suitable conduit to the exhaust pipe of the engine, whereby exhaust gases may circulate through the heating jackets 47 and 45 and transmit heat to the fuel mixture circulating through passages 37, 38, and 40 and 41 in the interior of the housing 13.

As will be readily apparent from Figure 2, the venturi member 39 is longitudinally tapered, the smaller end thereof being in communication with the passage 37 in the housing segment 26 and the larger end thereof being in communication with the passage 41 in the housing segment 27.

It will be further understood that the fuel mixture will be accelerated by the expansion thereof as it passes through the venturi member 39. The acceleration also promotes the mixing of the fuel and air. The mixing of the fuel and air is further promoted by the provision of a rotor member 52 which is axially mounted in the housing 13', as shown in Figure 2, the shaft 53 of the rotor member having its lower end portion 54, as viewed in Figure 2, rotatably engaged by a being positioned in a housing segment 27, between the ball and recess to bias the ball 55 against the end of the shaft portion 54, urging said shaft portion upwardly, as viewed bearing sleeve in Figure 2. The opposite end portion of the shaft 53 extends rotatably through sealing sleeves 58 and 59 provided in the housing segment 26, a stop nut 60 being provided on the shaft 53 to limit the outward movement of the shaft under the biasing force of spring 57.

Mounted'onV the shaft 53 are the respective rotor blade assemblies 62 and 63, the rotor blade assembly 62ibeingV located in the smaller end portion of the venturi 39, whereas the rotor blade assembly 63y is located in the main interior chamber portion 40 of the fuel cond-itioning device.

The blades of the rotor blade assemblies 62 and 63 arepitched so that in revolving they accelerate the flow of and partially compress the combustible gases inside the engine: cylinders.

Mountedon the external portion of the shaft 53 are the propellerV blades 65. Connected to theend of the shaft 53' is the exible shaft 66, said iiexible shaft being drivinglv connected to any suitable driven element of the engine, for example, to the fan belt of the engine, whereby the shaft 53 is driven simultaneously with the engine and at a speed in proportion tothe speed ofthe engine.l "-f The propeller blades 65 are so oriented that rotation of the shaft 53 produces a thrust, resulting from the action of the propeller blades 65 oriV the air adjacent thereto, tending to move the shaft 53' inwardly against the force of the spring 57. The portion of shaft 53 above the nut 60, as viewed in Figure 2 and designated at 67, is formed with a plurality of. grooves 68' which normally are arranged as shown in Figure 8, namely, with the inner ends of the grooves sealingly covered by the sealing sleeve 58. As isy further shown in Figures 8 and 10, the inner ends of tliegrooves 68 are staggered, so that as the shaft portion 67 moves inwardly, successive grooves 68 come into communication with the fuel mixture passage 37 in the housing segment 26. The outer ends of the grooves 68 are in communication with the atmosphere outside the housing 13', so that they passage 37 is exposed. to the atmosphere as a result of the inward movement of the` shaft portion 67 by a predetermined amount, The inward movement of the shaft 53 occurs when the speed of the engine exceeds a predetermined amount, whereby the air reaction produced on the blades 65 causes the inward axial thrust on the shaft 53 to overcome the force of thc biasing spring 57. As the speed of the engine increases, additional grooves 68 communicate with the fuel mixture passage 37, producing additional air intake into the passage 37 and increasing the proportion of air in the fuel mixture in accordance with the increases in speed of the engine.

The fuel conditioner may be arranged adjacent to the fan of the engine and oriented in such a manner that the air thrust from the fan cooperates with the air thrust developed on the blades 65 to develop the required force to move the shaft S3 inwardly against the spring 57. However, the blades 65 may be made ofy sufficiently large area as to produce the necessary thrust without the assistance of the fan blades of the engine, if so desired.

In-operation of the device, the fuel mixture from the carburetor ows through the passage 18 into the passage 37 in` housing segment 26 and hence around the bafe member 42 into the intake portion 38 of the venturi member 39. The mixture is heated as it comes vinto contact with the wall 44 and is mixed as it goes through the venturi member 39, both by the action of the venturi member and by the agitating action of the blade assemblies 62 and 63. The fuel and air mixture is thus heated, accelerated and agitated as it enters the main interior chamber 40 and is partially compressed as it passes through thev passage 41 into the passage 19, from which the mixture enters the intake manifold 17. Additional heat is transmitted to the mixture as the mixture moves along the wall of the heating jacket 47 in the housing segment 27.

When the speed of the engine increases beyond a predetermined value, the shaft 53 is moved inwardly by the thrust developed thereon by the blades 65, exposing one or more grooves 68 and allowing additional air to be drawniinto the venturi member 39. Thus, the proportion of air in the fuel mixture is increased as the speed of the engine increases, increasing the efficiency of the 4 engine and promoting more complete combustion at the highest speeds than would be obtained without the additional supply of air.

While a specific embodiment of an improved fuel conditioning device for an internal combustion engine has been disclosed. in the foregoing description, it will be understood that various modifications within the spirit of the invention may occur to those skilled in the art. Therefore, it is. intended` that no limitations be placed on the invention except as defined by the scope of the appended claims.

What is claimed is:

1. A fuel conditioning device for an internal combustion engine having a carburetor, an intake manifold and an exhaust manifold comprising4 anadapter member arranged to be positioned between said carburetor and said intake manifold, said adapter member having a first chamber arranged to communicate with the fuel outlet of the carburetor and a second chamber arranged to communicate with the intake manifold, a housing member secured to said adapter member, said housing membery having an interior chamber, passage means-y connecting one end o said interior chamber to said first chamber and' the other endy of said interior chamber to said second chamber, a heating jacket in said housing member substantiallysurrounding saidv interiorj chamber, means arranged. toconnect said heating jacket to the exhaust manifold, a shaft member rotatably and slid-ablymounted in. said housing member andextendi-ng through said interior chamber,v a bladed rotor mounted on said shaft member in said interior chamber, an additional bladed rotor mounted on said shaft member externally of said housing member,y

and means arranged to rotate said shaft member at a speed in accordance withl the speed of the engine, said shaft member being formed with a longitudinally extending air inlet recess normally sealed by the housing member and being arranged to connect said interior chamber to the atmosphere responsive to inward axial movement. of said shaft member, said shaft member being movable axially inwardly responsive to the thrust of said addi 2. A fuel conditioning device` for an internal combustion engine having a carburetor, an intake manifold and an exhaust manifold comprising an adapter member arranged toA be positioned between said carburetor and said intake manifold, said adapter member having a first chamber arranged toI communicate with the fuel outlet ofthe carburetor and afsecond chamber arranged to communicate with the intake manifold, a housing member secured to said adapter member, said housing member having a longitudinally tapered interior chamber, passage means connecting the smaller end of said interior chamber to said first chamber and the larger end of said interior chamber to said second chamber, aheating jacket in said housing member substantially surrounding said interior chamber, means arranged to connect said heating jacket to the exhaust manifold, a shaft memberl rotatably and slidably mounted in said housing meiber andi extending axially through said interior chamber, al bladed rotor mounted on said shaft member in said interior chamber, an additional bladed rotor mounted on said shaft member externally of said housing member, and means arranged to rotate said shaftmember at a speed in accordance with the speed of the engine, said shaft member being formed with a longitudinally extending air inlet recess normally sealed -by the housing member and being arranged to connect one end of said interior chamber to the atmosphere responsive to. inward axial movement of said shaft member, said shaft member being movable axially inwardlyv responsive tothe thrust of said additional bladed rotor.

References Cited` inthe le of this patent UNITED STATES PATENTS 

2. A FUEL CONDITIONING DEVICE FOR AN INTERNAL COMBUSTION ENGINE HAVING A CARBURETOR, AN INTAKE MANIFOLD AND AN EXHAUST MANIFOLD COMPRISING AN ADAPTER MEMBER ARRANGED TO BE POSITIONED BETWEEN SAID CARBURETOR AND SAID INTAKE MANIFOLD, SAID ADAPTER MEMBER HAVING A FIRST CHAMBER ARRANGED TO COMMUNICATE WITH THE FUEL OUTLET OF THE CARBURETOR AND A SECOND CHAMBER ARRANGED TO COMMUNICATE WITH THE INTAKE MANIFOLD, A HOUSING MEMBER SECURED TO SAID ADAPTER MEMBER, SAID HOUSING MEMBER HAVING A LONGITUDINALLY TAPERED INTERIOR CHAMBER, PASSAGE MEANS CONNECTING THE SMALLER END OF SAID INTERIOR CHAMBER OF SAID FIRST CHAMBER AND THE LARGER END OF SAID INTERIOR CHAMBER TO SAID SECOND CHAMBER, A HEATING JACKER IN SAID HOUSING MEMBER SUBSTANTIALLY SURROUNDING SAID INTERIOR CHAMBER, MEANS ARRANGED TO CONNECT SAID HEATING JACKET TO THE EXHAUST MANIFOLD, A SHAFT MEMBER ROTATABLY AND SLIDABLY MOUNTED IN SAID HOUSING MEMBER AND EXTENDING AXIALLY THROUGH SAID INTERIOR CHAMBER, A BLADED ROTOR MOUNTED ON SAID SHAFT MEMBER IN SAID INTERIOR CHAMBER, AND ADDITONAL BLADED ROTOR MOUNTED ON SAID SHAFT MEMBER BER EXTERNALLY OF SAID HOUSING MEMBER, AND MEANS ARRANGED TO ROTATE SAID SHAFT MEMBER AT A SPEED IN ACCORDANCE WITH THE SPEED OF THE ENGINE, SAID SHAFT MEMBER BEING FORMED WITH A LONGITUDINALLY EXTENDING AIR INLET RECESS NORMALLY SEALED BY THE HOUSING MEMBER AND BEING ARRANGED TO CONNECT ONE END OF SAID INTERIOR CHAMBER TO THE ATMOSPHERE RESPONSIVE TO INWARD AXIAL MOVEMENT OF SAID SHAFT MEMBER, SAID SHAFT MEMBER BEING MOVABLE AXIALLY INWARDLY RESPONSIVE TO THE THRUST OF SAID ADDITIONAL BLADDER ROTOR. 